Apparatuses, systems and methods for classifying digital images

ABSTRACT

The present disclosure is directed to apparatuses, systems and methods for automatically classifying digital images of occupants inside a vehicle. More particularly, the present disclosure is directed to apparatuses, systems and methods for automatically classifying digital images of occupants inside a vehicle by comparing current image data to previously classified image data.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No. 16/797,009, entitled APPARATUSES, SYSTEMS AND METHODS FOR CLASSIFYING DIGITAL IMAGES, filed Feb. 21, 2020, which is a continuation of U.S. patent application Ser. No. 14/994,305, entitled APPARATUSES, SYSTEMS AND METHODS FOR CLASSIFYING DIGITAL IMAGES, filed Jan. 13, 2016, the disclosures of which are incorporated herein in its entirety by reference. U.S. patent application Ser. No. 14/994,305 also claims the benefit of U.S. Provisional Patent Application Ser. No. 62/102,672, entitled METHODS AND SYSTEMS FOR GENERATING DATA REPRESENTATIVE OF VEHICLE IN-CABIN INSURANCE RISK EVALUATIONS, filed Jan. 13, 2015, the disclosure of which is also incorporated herein in its entirety by reference.

TECHNICAL FIELD

The present disclosure is directed to apparatuses, systems and methods for automatically classifying images of occupants inside a vehicle. More particularly, the present disclosure is directed to apparatuses, systems and methods for automatically classifying images of occupants inside a vehicle by comparing current image data to previously classified image data.

BACKGROUND

Vehicles are being provided with more complex systems. For example, vehicles commonly include a plethora of entertainment systems, such as stereos, USB interfaces for mobile telephones, video players, etc. Vehicles often have a host of other operator interfaces, such as emergency calling systems, vehicle navigation systems, heating and air conditioning systems, interior and exterior lighting controls, air bags, seatbelts, etc.

Vehicle operating environments are becoming more complex as well. For example, some roadways include u-turn lanes, round-a-bouts, no-left turn, multiple lanes one way in the morning and the other way in the afternoon, etc. Increases in traffic are also contributing to increased complexity.

These additional complexities contribute to increases in driver distractions. A great deal of innovation is taking place related to vehicle in-cabin devices for identifying driver distractions, and for reducing driver distractions.

What is needed is apparatuses, systems and methods for automatically classifying images of occupants inside a vehicle. What is further needed are methods and systems for generating data representative of vehicle in-cabin insurance risk evaluations based on data representative of skeletal diagrams of a driver that are indicative of driver distractions.

SUMMARY

A vehicle in-cabin imaging device for generating data representative of at least one skeletal diagram of at least one occupant within an associated vehicle may include a processor and a memory. Previously classified image data may be stored on the memory. The previously classified image data may be representative of known images of at least one vehicle interior. The vehicle in-cabin imaging device may also include at least one sensor for generating current image data. The current image data may be representative of current images of a vehicle interior. The vehicle in-cabin imaging device may further include a current image classification module stored on the memory that, when executed by the processor, causes the processor to classify current images of the interior of the vehicle based on a comparison of the current image data with the previously classified image data.

In another embodiment, a computer-implemented method for automatically classifying images of an interior of a vehicle may include receiving previously classified image data, at a processor, from a remote computing device, in response to the processor executing a previously classified image data receiving module. The previously classified image data may be representative of known images of at least one vehicle interior. The method may also include receiving current image data at the processor, from at least one sensor. The current image data may be representative of current images of a vehicle interior. The method may further include classifying current images, using the processor, based on a comparison of the current image data with the previously classified image data.

In a further embodiment, a non-transitory computer-readable medium storing computer-readable instruction that, when executed by a processor, may cause the processor to automatically classify images of an interior of a vehicle. The non-transitory computer-readable medium may include a previously classified images data receiving module that, when executed by a processor, causes the processor to receive previously classified images data from a remote computing device. The previously classified image data may be representative of known images of at least one vehicle interior. The non-transitory computer-readable medium may further include a current image data receiving module that, when executed by a processor, causes the processor to receive current image data from at least one sensor. The current image data may be representative of current images of a vehicle interior. The non-transitory computer-readable medium may also include a current image classification module that, when executed by a processor, causes the processor to classify current images based on a comparison of the current image data with the previously classified image data.

BRIEF DESCRIPTION OF THE FIGURES

FIGS. 1A-1C depict various views of the interior of an example vehicle that illustrate locations of vehicle operator monitoring devices within the vehicle;

FIGS. 2A-2C illustrate various example images constructed from data retrieved from the vehicle monitoring devices of FIGS. 1A-1C;

FIG. 3 illustrates a block diagram of a computer network, a computer server and an onboard vehicle computer on which an exemplary vehicle occupant monitoring system and method may operate in accordance with the described embodiments;

FIG. 4 illustrates a block diagram of an exemplary vehicle in-cabin imaging device for use in acquiring, analyzing, classifying, and transmitting images of a vehicle interior; and

FIG. 5 depicts a flow diagram of an example method of acquiring, analyzing, classifying and transmitting images of a vehicle interior.

DETAILED DESCRIPTION

Apparatuses, systems and methods for acquiring images of occupants inside a vehicle may include using a vehicle in-cabin device that automatically classifies images of an interior of a vehicle. A vehicle in-cabin device may include features (e.g., a processor, a memory and sensors) that are configured to automatically acquire and classify images of the interior of a vehicle and occupants within the vehicle. For example, a memory may include computer-readable instructions stored thereon that, when executed by a processor, cause the processor to automatically receive inputs from various sensors, generate associated image data, and classify the image data. Accordingly, associated memory, processing, and related data transmission requirements are reduced compared to previous approaches.

Related methods and systems for generating data representative of vehicle in-cabin insurance risk evaluations may include, for example, the following capabilities: 1) determine whether a vehicle driver is looking at a road (i.e., tracking the driver's face/eyes, with emphasis on differentiating between similar actions, such as a driver who is adjusting a radio while looking at the road versus adjusting the radio while not looking at the road at all); 2) determine whether a driver's hands are empty (e.g., including determining an approximate size/shape of an object in a driver's hands to, for example, differentiate between a cell phone and a large cup, for example); 3) identify a finite number of vehicle occupant postures; and 4) vehicle occupant postures, that are logged, may be rotated and scaled to be normalized for a range of different drivers.

An associated mobile application may accommodate all computer system platforms, such as, iOS, Android and Windows, to connect a vehicle in-cabin device to, for example, a cell phone. In addition, to act as data connection provider to remote servers, the mobile application may provide a user friendly interface for reporting and troubleshooting vehicle in-cabin device operation.

Turning to FIGS. 1A-1C, vehicle interior monitoring systems 100 a, 100 b, 100 c are illustrated. As depicted in FIG. 1A, the vehicle interior monitoring system 100 a may include a center-dash vehicle in-cabin device position 125 a located in a center area of a dash, a driver-side A-pillar vehicle in-cabin device position 135 a located in a driver side A-pillar 130 a, a passenger-side A-pillar vehicle in-cabin device position 145 a located in a passenger-side A-pillar 140 a and a rearview mirror vehicle in-cabin device position 160 a located on a bottom-side of the rearview mirror 155 a. The vehicle interior monitoring system 100 a may further, or alternatively, include vehicle in-cabin device positions in a driver-side visor 165 a, a passenger-side visor 170 a, a rearview mirror mounting bracket 150 a and, or the steering wheel 110 a. As described in detail herein, a position of a left-hand 115 a of a vehicle driver and, or a position of a right-hand 120 a of the vehicle driver, relative to, for example, a vehicle steering wheel 110 a may be determined based on data acquired from any one of the vehicle in-cabin device positions 125 a, 135 a, 145 a, 160 a. Any one of the vehicle in-cabin device positions 125 a, 135 a, 145 a, 160 a may be automatically determined based on, for example, an input from an image sensor, an infrared sensor, an ultrasonic sensor, a compass sensor, a GPS sensor, a microphone or any other suitable sensor.

With reference to FIG. 1B, the vehicle monitoring system 100 b may include a driver-side B-pillar vehicle in-cabin device position 180 b located in a driver-side B-pillar 175 b and a center-dash vehicle in-cabin device position 125 b located in a center area of the dash. While not shown in FIG. 1B, the vehicle monitoring system 100 b may include a passenger-side B-pillar vehicle in-cabin device position and, or any other vehicle in-cabin device position as described in conjunction with FIG. 1A. The vehicle monitoring system 100 b may further include a display device 185 b. The display device 185 b may be located in, for example, a vehicle in-cabin device located in a center-console area. As illustrated in FIG. 1B, data acquired from the vehicle in-cabin device 125 b, 180 b may be used to automatically determine a location of the vehicle in-cabin device, a position of a driver-side seat 190 b, a passenger-side seat 195 b, a steering wheel 110 b and, or at least a portion of a vehicle driver (not shown in FIG. 1B).

Turning to FIG. 1C, the vehicle interior monitoring system 100 c may include a driver-side A-pillar vehicle in-cabin device position 135 c located in a driver side A-pillar 130 c, a passenger-side A-pillar vehicle in-cabin device position 145 c located in a passenger-side A-pillar 140 c and a rearview mirror vehicle in-cabin device position 160 c located on a bottom-side of the rearview mirror 155 c. The vehicle interior monitoring system 100 c may further, or alternatively, include vehicle in-cabin device positions in a rearview mirror mounting bracket 150 c and, or the steering wheel 110 c. While not shown in FIG. 1C, the vehicle monitoring system 100 c may include any other vehicle in-cabin device positions as described in conjunction with FIGS. 1A and 1B. As illustrated in FIG. 1C, data acquired from the vehicle in-cabin device position 135 c, 145 c may be used to automatically determine a location of the vehicle in-cabin device, a driver-side seat 190 c, a passenger-side seat 195 c, a steering wheel 110 c and, or at least a portion of a vehicle driver (not shown in FIG. 1C).

With reference to FIGS. 2A-2C, vehicle interiors 200 a, 200 b, 200 c are depicted. As described in detail herein, data acquired from a vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b of FIGS. 1A and 1B (or any other suitably located vehicle in-cabin device) may be used to determine a position of at least a portion of a passenger 297 a within the vehicle interior 200 a. The data acquired from a vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b (or any other suitably located vehicle in-cabin device) may be used to determine whether, or not the passenger 297 a is wearing a seatbelt 296 a. As further illustrated in FIG. 2A, data acquired from a vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b of FIGS. 1A and 1B (or any other suitably located vehicle in-cabin device) may be used to determine a position and, or orientation of a vehicle driver's head 219 a and, or right-hand 220 a on a steering wheel 210 a. For example, the data acquired from a vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b may be used to determine whether the vehicle driver's head 219 a is oriented toward a rearview mirror 255 a, oriented toward the driver-side A-pillar 230 a or oriented toward the front windshield. The data acquired from the vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b may be used to determine whether the driver is wearing a seatbelt 291 a. In any event, the vehicle interior 200 a may include a vehicle in-cabin device having a microphone 250 a located proximate the rearview mirror 255 a. As described in detail herein, data acquired from the microphone 250 a may be used to determine a source of sound within the vehicle interior 200 a and, or a volume of the sound.

FIG. 2B depicts a vehicle interior 200 b including a driver-side A-pillar vehicle in-cabin device position 235 b located on a driver-side A-pillar 230 b. The vehicle in-cabin device position may further, or alternatively, be located on a driver-side visor 265 b. As described in detail herein, data acquired from the vehicle in-cabin device 235 b (along with any other suitably located vehicle in-cabin device) may be used to determine a position and, or orientation of a driver's head 219 b, the driver's left hand 215 b and, or right hand 220 b relative to the steering wheel 210 b. For example, data acquired from the vehicle in-cabin device 235 b (along with any other suitably located vehicle in-cabin device) may be used to determine a gesture that the driver is performing with her left hand 215 b.

Turning to FIG. 2C, a vehicle interior 200 b depicts a vehicle in-cabin device 260 c located on a bottom side of a rearview mirror 255 c opposite a rearview mirror mount 250 c. As described in detail herein, data acquired from the vehicle in-cabin device 260 c (along with any other suitably located vehicle in-cabin device) may be used to determine a position and, or orientation of a driver's head 219 c, the driver's left hand 215 c and, or right hand 220 c relative to the steering wheel 210 c. For example, data acquired from the vehicle in-cabin device 260 c (along with any other suitably located vehicle in-cabin device) may be used to determine that the driver's head 219 c is oriented toward a cellular telephone 221 c in her right hand 220 c. As also described in detail herein, a determination may be made that the driver is inattentive to the road based on the driver's head 219 c being oriented toward the cellular telephone 221 c.

With reference to FIG. 3, a high-level block diagram of vehicle in-cabin system 300 is illustrated that may implement communications between a vehicle in-cabin device 305 and a remote computing device 310 (e.g., a remote server) to provide vehicle in-cabin device 305 location and/or orientation data, and vehicle interior occupant position data to, for example, an insurance related database 370. The vehicle in-cabin system 300 may acquire data from a vehicle in-cabin device (e.g., position sensors within a vehicle in-cabin device 125 a, 135 a, 145 a, 160 a, 180 b of FIGS. 1A and 1B) and generate three dimensional (3D) models of vehicle interiors and occupants as depicted in FIGS. 2A-2C. The vehicle in-cabin system 300 may also acquire data from a microphone (e.g., microphone 250 a of FIG. 2A) and determine a source of sound and volume of sound within a vehicle interior.

For clarity, only one vehicle in-cabin device 305 is depicted in FIG. 3. While FIG. 3 depicts only one vehicle in-cabin device 305, it should be understood that any number of vehicle in-cabin devices 305 may be supported. The vehicle in-cabin device 305 may include a memory 320 and a processor 315 for storing and executing, respectively, a module 321. The module 321, stored in the memory 320 as a set of computer-readable instructions, may be related to a vehicle interior and occupant position data collecting application that, when executed on the processor 315, causes vehicle in-cabin device location data to be stored in the memory 320. Execution of the module 321 may also cause the processor 315 to generate at least one 3D model of at least a portion of a vehicle occupant (e.g., a driver and/or passenger) within the vehicle interior. Execution of the module 321 may further cause the processor 315 to associate the vehicle in-cabin device location data with a time and, or date. Execution of the module 321 may further cause the processor 315 to communicate with the processor 355 of the remote computing device 310 via the network interface 330, the vehicle in-cabin device communications network connection 331 and the wireless communication network 325.

The vehicle in-cabin device 305 may also include a compass sensor 327, a global positioning system (GPS) sensor 329, and a battery 323. The vehicle in-cabin device 305 may further include an image sensor input 335 communicatively connected to, for example, a first image sensor 336 and a second image sensor 337. While two image sensors 336, 337 are depicted in FIG. 3, any number of image sensors may be included within a vehicle interior monitoring system and may be located within a vehicle interior as depicted in FIGS. 1A-1C. The vehicle in-cabin device 305 may also include an infrared sensor input 340 communicatively connected to a first infrared sensor 341 and a second infrared sensor 342. While two infrared sensors 341, 342 are depicted in FIG. 3, any number of infrared sensors may be included within a vehicle interior monitoring system and may be located within a vehicle interior as depicted in FIGS. 1A-1C. The vehicle in-cabin device 305 may further include an ultrasonic sensor input 345 communicatively connected to a first ultrasonic sensor 346 and a second ultrasonic sensor 347. While two ultrasonic sensors 346, 347 are depicted in FIG. 3, any number of ultrasonic sensors may be included within a vehicle interior monitoring system and may be located within a vehicle interior as depicted in FIGS. 1A-1C. The vehicle in-cabin device 305 may also include a microphone input 350 communicatively connected to a first microphone 351 and a second microphone 352. While two microphones 351, 352 are depicted in FIG. 3, any number of microphones may be included within a vehicle interior monitoring system and may be located within a vehicle interior as depicted in FIGS. 1A-1C. The vehicle in-cabin device 305 may further include a display/user input device 326.

As one example, a first image sensor 336 may be located in a driver-side A-pillar (e.g., location of position sensor 135 a of FIG. 1A), a second image sensor 337 may be located in a passenger-side A-pillar (e.g., location of position sensor 145 a of FIG. 1A), a first infrared sensor 341 may be located in a driver-side B-pillar (e.g., location of position sensor 180 b of FIG. 1B), a second infrared sensor 342 may be located in a passenger-side B-pillar (not shown in the Figs.), first and second ultrasonic sensors 346, 347 may be located in a center portion of a vehicle dash (e.g., location of position sensor 125 a of FIG. 1A) and first and second microphones 351, 352 may be located on a bottom portion of a vehicle interior rearview mirror (e.g., location of position sensor 160 a of FIG. 1A). The processor 315 may acquire position data from any one of, or all of, these sensors 336, 337, 341, 342, 346, 347, 351, 352 and generate at least one 3D model (e.g., a 3D model of at least a portion of a vehicle driver) based on the position data. The processor 315 may transmit data representative of at least one 3D model to the remote computing device 310. Alternatively, the processor 315 may transmit the position data to the remote computing device 310 and the processor 355 may generate at least one 3D model based on the position data. In either event, the processor 315 or the processor 355 retrieve data representative of a 3D model of a vehicle operator and compare the data representative of the 3D model of at least a portion of the vehicle driver with data representative of at least a portion of the 3D model vehicle operator. The processor 315 and, or the processor 355 may generate a vehicle driver warning based on the comparison of the data representative of the 3D model of at least a portion of the vehicle driver with data representative of at least a portion of the 3D model vehicle operator to warn the vehicle operator that his position is indicative of inattentiveness. Alternatively, the processor 315 and/or the processor 355 may generate an advisory based on the comparison of the data representative of the 3D model of at least a portion of the vehicle driver with data representative of at least a portion of the 3D model of a vehicle operator to advise the vehicle operator how to correct her position to improve attentiveness.

The network interface 330 may be configured to facilitate communications between the vehicle in-cabin device 305 and the remote computing device 310 via any hardwired or wireless communication network 325, including for example a wireless LAN, MAN or WAN, WiFi, the Internet, or any combination thereof. Moreover, the vehicle in-cabin device 305 may be communicatively connected to the remote computing device 310 via any suitable communication system, such as via any publicly available or privately owned communication network, including those that use wireless communication structures, such as wireless communication networks, including for example, wireless LANs and WANs, satellite and cellular telephone communication systems, etc. The vehicle in-cabin device 305 may cause insurance risk related data to be stored in a remote computing device 310 memory 360 and/or a remote insurance related database 370.

The remote computing device 310 may include a memory 360 and a processor 355 for storing and executing, respectively, a module 361. The module 361, stored in the memory 360 as a set of computer-readable instructions, facilitates applications related to determining a vehicle in-cabin device location and/or collecting insurance risk related data. The module 361 may also facilitate communications between the computing device 310 and the vehicle in-cabin device 305 via a network interface 365, a remote computing device network connection 366 and the network 325 and other functions and instructions.

The computing device 310 may be communicatively coupled to an insurance related database 370. While the insurance related database 370 is shown in FIG. 3 as being communicatively coupled to the remote computing device 310, it should be understood that the insurance related database 370 may be located within separate remote servers (or any other suitable computing devices) communicatively coupled to the remote computing device 310. Optionally, portions of insurance related database 370 may be associated with memory modules that are separate from one another, such as a memory 320 of the vehicle in-cabin device 305.

Turning to FIGS. 4 and 5, a vehicle in-cabin device 405 of a vehicle in-cabin device data collection system 400 is depicted along with method 500 of automatically determining a location and/or orientation of a vehicle in-cabin device 405 and, or transmitting related data to a remote server 310. The vehicle in-cabin device 405 may be similar to the vehicle in-cabin device with insurance application 305 of FIG. 3. The method 500 may be implemented by executing the modules 415-425 on a processor (e.g., processor 315).

In any event, the vehicle in-cabin device 405 may include a previously classified image data receiving module 415, a current image data receiving module 420, and a current image classification module 425 stored in a memory 420. The modules 415-425 may be stored in the memory 420 as a set of computer-readable instructions that, when executed by the processor 315, may cause the processor 315 to automatically classify images of an interior of a vehicle.

The processor 315 may execute the previously classified image data receiving module 415 to, for example, cause the processor 315 to receive previously classified image data (block 505). The previously classified image data may be, for example, representative of images of interiors of vehicles that have been previously classified (e.g., vehicle occupant locations/orientations are known, cellular telephone locations/orientations are known, vehicle occupant eye locations/orientations are known, vehicle occupant head location/orientation is known, vehicle occupant hand location/orientation is known, a vehicle occupant torso location/orientation is known, a seat belt location is known, a vehicle seat location/orientation is known, etc.). The processor 315 may receive the previously classified image data from, for example, an insurance related database 370 via a remote computing device 310.

The processor 315 may execute the current image data receiving module 420 to cause the processor 315 to, for example, receive current image data (block 510). The processor 315 may receive current image data from, for example, at least one of a compass sensor 327, a GPS sensor 329, an image sensor 336, 337, an infrared sensor 341, 342, an ultrasonic sensor 346, 347, and/or a microphone 351, 352. The current image data may be representative of images, and/or features (e.g., a vehicle occupant head location/orientation, a vehicle occupant hand location/orientation, a vehicle occupant arm location/orientation, a vehicle occupant elbow location/orientation, a vehicle occupant torso location/orientation, a seat belt location, a cellular telephone location, a vehicle occupant eye location/orientation, a vehicle seat location/orientation, etc.) extracted from a respective image, of an interior of a vehicle.

The processor 315 may execute the current image classification module 425 to cause the processor 315 to, for example, classify current images of an interior of a vehicle (block 515). For example, the processor 315 may automatically classify current images by comparing the previously classified image data with the current image data. For example, the processor 315 may compare the current image data to a previously classified image data, and may classify a current image the same as a previously classified image when the processor 315 determines that the two images are similar.

A car-sharing insurance product could more specifically insure the driver, regardless of the car. Traditional underwriting looks at the driver-vehicle combination. What car-sharing would allow you to do is to more heavily weight the risk of the driver alone. The methods and systems of the present disclosure may allow car-sharing to get that risk information on the driver and carry it forward to whatever car they use. This would be tailored for that particular driver's behavior, rather than demographic and vehicle-use factors. This may allow certain car-sharing entities to have a cost advantage. If the car-sharing entities are paying less insurance, or more specific insurance, the car-sharing entities could pass those savings to their customers and have a retention strategy.

The methods and systems of the present disclosure may allow for emergency responders by, for example, using gesture recognition systems from an aftermarket/insurance device in order to provide an estimate to first responders about the severity of the crash and what kinds of resources/equipment/expertise is required in order to extricate. Using the gesture recognition systems from an aftermarket/insurance device in order to provide an estimate to first responders about the severity of the crash and what kinds of resources/equipment/expertise is required in order to triage—have some idea of what emergency medical needs could be upon arrival. Since the “golden hour” is so critical, and it's not always known how much of that hour has already expired, even a preliminary or broad clue could be helpful in the triage process. The aftermarket gesture recognition device is already operating at the time of the crash. It is collecting data about the driver's position/posture and the location of the arms relative to the body and structures in the vehicle (i.e. the steering wheel). Accelerometers in the device are able to recognize that a crash has occurred (if a pre-determined acceleration threshold has been reached). Upon crash detection the device could transmit via the driver's phone (which is already connected via Bluetooth) or perhaps transmit using an onboard transmitter that uses emergency frequencies (and therefore does not require consumer to pay for data fees). Using gesture recognition from any original equipment or aftermarket gesture tracking device, whether or not for insurance purposes.

The methods and systems of the present disclosure may allow for Transition from Automated to Manual Driving Mode in the case of vehicle automation systems operating the piloting functions with the human in a supervisory role. The vehicle encounters a situation where it needs to transfer control to the driver, but the driver may or may not be ready to resume control. The methods and systems of the present disclosure may allow gesture recognition systems, or any gesture recognition system, to be used to determine if the driver is ready to resume control. If he/she is not ready, then get his/her attention quickly. The gesture recognition would be used to ascertain whether the driver is ready to resume control by evaluating the driver's posture, the location of hands, the orientation of head, and/or the body language. Machine learning algorithms may be used to evaluate driver engagement/attention/readiness-to-engage based on those variables. The gesture recognition could be any original in-vehicle equipment or aftermarket device.

The methods and systems of the present disclosure may distinguish between Automated and Manual driving modalities for variable insurance rating for a scenario where there are many vehicles that are capable of automatically operating the piloting functions, and are capable of the driver manually operating the piloting functions. The driver can elect to switch between automated and manual driving modes at any point during a drive. Gesture recognition would be utilized to distinguish whether a driver is operating the vehicle manually, or whether the vehicle is operating automatically. This could be determined through either OEM or aftermarket hardware. The sensors and software algorithms are able to differentiate between automatic and manual driving based on hand movements, head movements, body posture, eye movements. It can distinguish between the driver making hand contact with the steering wheel (to show that he/she is supervising) while acting as a supervisor, versus the driver providing steering input for piloting purposes. Depending on who/what is operating the vehicle, would determine what real-time insurance rates the customer is charged.

The methods and systems of the present disclosure may provide a tool for measuring driver distraction where gesture recognition may be used to identify, distinguish and quantify driver distracted for safety evaluation of vehicle automation systems. This would be used to define metrics and evaluate safety risk for the vehicle human-machine interface as a whole, or individual systems in the case where vehicles have automation and vehicle-to-vehicle/vehicle-to-infrastructure communication capabilities. With Vehicle automation: the vehicle is capable of performing piloting functions without driver input. With Vehicle-to-vehicle/vehicle-to-infrastructure communication incorporated, the vehicle may be capable of communicating data that is representative of the first vehicle dynamics or environmental traffic/weather conditions around the first vehicle. For any entity looking to evaluate the safety or risk presented by a vehicle with automated driving capabilities, gesture recognition could be useful to quantify risk presented by driver distraction resulting from any vehicle system in the cabin (i.e. an entertainment system, a feature that automates one or more functions of piloting, a convenience system). With the rise of vehicle automation systems and capabilities, tools will be needed to evaluate the safety of individual systems in the car, or the car as a whole. Much uncertainty remains about how these systems will be used by drivers (especially those who are not from the community of automotive engineering or automotive safety). Determining whether they create a net benefit to drivers is a big question. The methods and systems of the present disclosure may allow gesture recognition to be used to identify the presence of distracted driving behaviors that are correlated with the presence of vehicle automation capabilities. The distracted driver could be quantified by duration that the driver engages in certain behaviors. Risk quantification may also be measured by weighting certain behaviors with higher severity than other behaviors, so the duration times are weighted. Risk quantification may also differentiate subcategories of behaviors based on degree of motion of hands, head, eyes, body. For example, the methods and systems of the present disclosure may distinguish texting with the phone on the steering wheel from texting with the phone in the driver's lap requiring frequent glances up and down. The latter would be quantified with greater risk in terms of severity of distraction. The purpose of this risk evaluation could be for reasons including but not limited to adhering to vehicle regulations, providing information to the general public, vehicle design testing or insurance purposes.

This detailed description is to be construed as exemplary only and does not describe every possible embodiment, as describing every possible embodiment would be impractical, if not impossible. One may be implement numerous alternate embodiments, using either current technology or technology developed after the filing date of this application. 

What is claimed is:
 1. A method, comprising: receiving, via a processor, sensor data from one or more sensors at one or more locations within a vehicle; based upon the sensor data, distinguishing, via the processor, a driver of the vehicle texting at a first texting height from the driver texting at a second texting height; quantifying, via the processor, a first risk in response to the driver texting at the first texting height; and quantifying, via the processor, a second risk in response to the driver texting at the second texting height, wherein the second risk is quantified as a greater risk than the first risk.
 2. The method of claim 1, wherein the sensor data is image data, and the one or more sensors comprise a digital image sensor.
 3. The method of claim 1, wherein the one or more sensors comprise at least one of: an ultra-sonic sensor, a radar-sensor, an infrared light sensor, or a laser light sensor.
 4. The method of claim 1, wherein: the sensor data is image data; and the image data is representative of an orientation of a three-dimensional location of the driver within the vehicle interior.
 5. The method of claim 1, wherein: the sensor data is image data; and the image data is representative of at least one of: a head location/orientation of the driver, a hand location/orientation of the driver, an arm location/orientation of the driver, an elbow location/orientation of the driver, a torso location/orientation of the driver, a seat belt location, a cellular telephone location, an eye location/orientation of the driver, or a vehicle seat location/orientation.
 6. The method of claim 1, wherein: the sensor data is image data; and the image data is representative of a cellular telephone location.
 7. The method of claim 1, further comprising: determining, via the processor, that a head of the driver is orientated towards a cellular telephone in a right hand of the driver; and determining, via the processor, that the driver is inattentive to the road based on the head of the driver being oriented toward the cellular telephone.
 8. The method of claim 1, wherein the first texting height corresponds to the driver of the vehicle texting with a cellular telephone on a steering wheel, and the second texting height corresponds to the driver texting with the cellular telephone on a lap of the driver.
 9. A non-transitory computer-readable storage medium comprising instructions that, when executed, cause a processor to perform: receiving sensor data from one or more sensors at one or more locations within a vehicle; based upon the sensor data, distinguishing a driver of the vehicle texting at a first texting height from the driver texting at a second texting height; quantifying a first risk in response to the driver texting at the first texting height; and quantifying a second risk in response to the driver texting at the second texting height, wherein the second risk is quantified as a greater risk than the first risk.
 10. The non-transitory computer-readable storage medium of claim 9, wherein the sensor data is image data, and the one or more sensors comprise a digital image sensor.
 11. The non-transitory computer-readable storage medium of claim 9, wherein: the sensor data is image data; and the image data is representative of an orientation of a three-dimensional location of the driver within the vehicle interior.
 12. The non-transitory computer-readable storage medium of claim 9, wherein: the sensor data is image data; and the image data is representative of at least one of: a head location/orientation of the driver, a hand location/orientation of the driver, an arm location/orientation of the driver, an elbow location/orientation of the driver, a torso location/orientation of the driver, a seat belt location, a cellular telephone location, an eye location/orientation of the driver, or a vehicle seat location/orientation.
 13. The non-transitory computer-readable storage medium of claim 9, wherein: the sensor data is image data; and the image data is representative of a cellular telephone location.
 14. The non-transitory computer-readable storage medium of claim 9, wherein the instructions, when executed, further cause the processor to perform: determining that a head of the driver is orientated towards a cellular telephone in a right hand of the driver; and determining that the driver is inattentive to the road based on the head of the driver being oriented toward the cellular telephone.
 15. A system, comprising one or more processors configured to: receive sensor data from one or more sensors at one or more locations within a vehicle; based upon the sensor data, distinguish a driver of the vehicle texting at a first texting height from the driver texting at a second texting height; quantify a first risk in response to the driver texting at the first texting height; and quantify a second risk in response to the driver texting at the second texting height, wherein the second risk is quantified as a greater risk than the first risk.
 16. The system of claim 15, wherein: the sensor data is image data; and the system further comprises the one or more sensors; and the one or more sensors comprise a digital image sensor configured to send the image data to the one or more processors.
 17. The system of claim 15, wherein: the system further comprises the one or more sensors; and the one or more sensors comprise at least one of: an ultra-sonic sensor, a radar-sensor, an infrared light sensor, or a laser light sensor.
 18. The system of claim 15, wherein: the sensor data is image data; and the image data is representative of an orientation of a three-dimensional location of the driver within the vehicle interior.
 19. The system of claim 15, wherein: the sensor data is image data; and the image data is representative of at least one of: a head location/orientation of the driver, a hand location/orientation of the driver, an arm location/orientation of the driver, an elbow location/orientation of the driver, a torso location/orientation of the driver, a seat belt location, a cellular telephone location, an eye location/orientation of the driver, or a vehicle seat location/orientation.
 20. The system of claim 15, wherein: the sensor data is image data; and the image data is representative of a cellular telephone location. 